Installing c8ve heads on 77 model 460. Will the plug gap reamin the same? Will the timing remain the same? Where can I find a pre-emmision timing gear set and what are the benefits versus the stock set in it now?
Thanks
D. Rahn

 

I would think your plug gap would depend on if you are using a point system or electronic Duraspark (pointless) system. You can get an aftermarket timing set with a three way key set up on the crank gear, set it at straight up 0. The factory late model timing sets retard the timing 8 degree's reducing low end power. You can get a factory replacement timing set specificly for a 70 Lincoln 460. I would assume they would be correct on the timing, and not just all replcement sets be retarded no matter what year it replaces. I got a Comp Cams double roller unit for my 79 460 I'm building, with the three key way setting for $49.00 at my local Auto Zone. Summit has there own store brand sets for about the same price.

 

Plug gap is totally dependant on the type of ignition system that you are running. However, in regard to the timing, you will have to adjust the timing of the motor to compensate for the closed chamber heads that are going on your motor. You will be raising you compression ratio significantly, and therefore an adjustment in timing is a VERY wise decision.

TBirdGuy

 

>I would think your plug gap would depend on if you are using
>a point system or electronic Duraspark (pointless) system.
>You can get an aftermarket timing set with a three way key
>set up on the crank gear, set it at straight up 0. The
>factory late model timing sets retard the timing 8 degree's
>reducing low end power. You can get a factory replacement
>timing set specificly for a 70 Lincoln 460. I would assume
>they would be correct on the timing, and not just all
>replcement sets be retarded no matter what year it replaces.
>I got a Comp Cams double roller unit for my 79 460 I'm
>building, with the three key way setting for $49.00 at my
>local Auto Zone. Summit has there own store brand sets for
>about the same price.


Ditto. if a different part# isn't listed for a 68-70 versus later then you are getting a chain 4 degrees retarded (8 at the cam). Dial-in that distributor. The right timing curve can mean everything. Also, while you have the heads out suggest the following which I have had great success with on my '70 lincon with the DOVE-C heads.

-polish (don't port) the combusition chambers. make sure you use some junk valves to protect the seats.
-get rid of the huge bump in the exhaust for the thermact air pump tube that runs thru the heads. grind it completely out. it doesn't have to look pretty.
-rail style replacement rockers are fairly expensive. setup an adjustable valvetrain. harland sharp is reasonably priced ($200); ARP studs are $25?), guideplats ($20), Ford Motorpsort hardened pushrods ($45). good springs are about $80.
-if not using headers don't go too crazy with the cam and carb.

I can now run 12-15 degrees initial, 32-34 total timing on my 70 lincoln. cranking compression is 185-190. comp cams 34-231-4 Xtreme energy cam 210/218 @.050, .510 lift, 111 LSA. Holley 80457 600 cfm carb. Runs like a banshee. Seems to pull as hard if not harder from 60-100 than my '87 Buick turbo regal which runs 13.4's @100+. All this in a 5200lb '70 continental, C-6 and 3.0:1 rear, despite the stock intake and exhaust manifold's. I am going to baseline it on a chassis dyno but wouldn't be surprised if it is putting 330+ hp and over 400ft lb at the rear. (over 400hp/500lb at the crank).

these 460's make great torque and can turn some RPM. sorry for such a long note. I'm just tickled that I can run that much initial timing wtih this setup.

-Gerry Bragg
gerry.bragg@altarum.org